CN104968548B - The control device of motor vehicle driven by mixed power - Google Patents
The control device of motor vehicle driven by mixed power Download PDFInfo
- Publication number
- CN104968548B CN104968548B CN201380069065.5A CN201380069065A CN104968548B CN 104968548 B CN104968548 B CN 104968548B CN 201380069065 A CN201380069065 A CN 201380069065A CN 104968548 B CN104968548 B CN 104968548B
- Authority
- CN
- China
- Prior art keywords
- internal combustion
- combustion engine
- noise suppressed
- noise
- operating point
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 286
- 230000007246 mechanism Effects 0.000 claims abstract description 20
- 230000005540 biological transmission Effects 0.000 claims abstract description 11
- 239000000446 fuel Substances 0.000 claims description 85
- 230000008859 change Effects 0.000 claims description 35
- 230000001629 suppression Effects 0.000 claims description 4
- 238000012423 maintenance Methods 0.000 claims 1
- 238000000034 method Methods 0.000 description 19
- 230000007423 decrease Effects 0.000 description 6
- 230000008569 process Effects 0.000 description 6
- 230000006870 function Effects 0.000 description 5
- 238000013507 mapping Methods 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 238000003860 storage Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000007659 motor function Effects 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 208000000058 Anaplasia Diseases 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
- B60W2710/0622—Air-fuel ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/905—Combustion engine
Abstract
Control device of the invention is applied to the motor vehicle driven by mixed power for possessing and allowing hand over the internal combustion engine (3) and dynamotor (4,5) of lean burn and stoichiometric(al) combustion as traveling power source.Control device performs the noise suppressed control of the operating point of limit engine (3), to suppress by Poewr transmission mechanism (6,20,23,27) noise for producing, performed in the operation mode of switching internal combustion engine (3) thermal efficiency ratio in the case of noise suppressed control maintain the operation mode of internal combustion engine (3) perform the thermal efficiency in the case of noise suppressed control it is high in the case of, the operation mode of switching internal combustion engine (3).
Description
Technical field
Possesses the hybrid power of the internal combustion engine for allowing hand over lean burn and stoichiometric(al) combustion the present invention relates to be applied to
The control device of vehicle.
Background technology
It is known that the power of internal combustion engine is distributed into the 1st dynamotor and output section and on the output section via gear
It is linked with the motor vehicle driven by mixed power of the 2nd dynamotor.This motor vehicle driven by mixed power reaches in the motor torque of the 2nd dynamotor
In the case of 0Nm, the pressing of the gear mesh output section between output section and the 2nd dynamotor fluffs.As a result, by
Cogging, rotation variation in internal combustion engine are delivered to output section, and output section and gear are produced because mutually being collided between backlash to be beaten
The noises such as tooth sound.Accordingly, there exist following control device：In the noise that should suppress to be produced by such Poewr transmission mechanism
In the case that condition is set up, rotating speed low torque side high is altered to by by the operating point of internal combustion engine, changes the output of internal combustion engine
Reduce to suppress noise (patent document 1).In addition, as the prior art literature associated with the present invention, there is patent document 2.
Prior art literature
Patent document 1：Japanese Unexamined Patent Publication 2008-201351 publications
Patent document 2：Japanese Unexamined Patent Publication 2007-203825 publications
The content of the invention
Problems to be solved by the invention
It is known to switch in operation mode between lean burn and stoichiometric(al) combustion to improve fuel economy
Combustion engine.Performed by each operation mode and made an uproar for suppressing above-mentioned suitable for motor vehicle driven by mixed power by such internal combustion engine
In the case that the noise suppressed of sound is controlled, the situation of noise suppressed control is performed in lean burn and in stoichiometric(al) combustion
The magnitude relationship of the thermal efficiency of internal combustion engine is possible to change because of operating condition between the situation of execution noise suppressed control.
Therefore, it is an object of the present invention to provide a kind of efficiency penalty that can suppress internal combustion engine suppresses by moving simultaneously
The control device of the motor vehicle driven by mixed power of the noise that force transfer mechanism is produced.
The means used to solve the problem
The control device of motor vehicle driven by mixed power of the invention is a kind of control device of motor vehicle driven by mixed power, the control device
Suitable for possessing internal combustion engine and motor as traveling power source and the motor torque and the motor of the internal combustion engine
Motor torque the motor vehicle driven by mixed power of driving wheel, the internal combustion engine are exported via the Poewr transmission mechanism comprising gear train
Lean burn and stoichiometric(al) combustion are allowed hand over, the control device possesses：Burning switch unit, it passes through to change in described
The air-fuel ratio of combustion engine and switch the operation mode of the internal combustion engine between the lean burn and the stoichiometric(al) combustion；Make an uproar
Sound suppresses control unit, and it performs noise suppressed control in the case of the lean burn and the stoichiometric(al) combustion are respective
System, the noise suppressed control the operating point of the internal combustion engine to being defined by engine speed and motor torque to be limited with
The noise that suppression is produced by the Poewr transmission mechanism；And thermal efficiency calculated unit, it is calculated holds in the lean burn
Situation and the situation that the noise suppressed is controlled is performed in the stoichiometric(al) combustion that the noise suppressed of having gone is controlled
The thermal efficiency of the respective internal combustion engine, the burning switch unit is performed in the operation mode of the switching internal combustion engine
The thermal efficiency ratio calculated by the thermal efficiency calculated unit when noise suppressed is controlled is maintaining the institute of the internal combustion engine
State operation mode and perform the thermal efficiency that is calculated by the thermal efficiency calculated unit when noise suppressed is controlled feelings high
Under condition, switch the operation mode of the internal combustion engine.
According to the control device, thermal efficiency ratio when switching operation mode during the execution of noise suppressed control remains interior
In the case that the thermal efficiency during operation mode of combustion engine is high, the operation mode to internal combustion engine is switched over.Therefore, it is possible to avoid
Keep on the go pattern during the execution of noise suppressed control in the state of the thermal efficiency of internal combustion engine is bad.Thereby, it is possible to suppress
Deteriorating for the thermal efficiency of internal combustion engine suppress simultaneously by the noise of Poewr transmission mechanism generation.
Used as a technical scheme of control device of the invention, the noise suppressed control unit can be in the noise
In the case of switching from the stoichiometric(al) combustion to the lean burn during suppressing the execution of control, make the internal combustion engine
To rotating speed side shifting high, the burning switch unit can be by the operation mode of the internal combustion engine from institute for the operating point
In the case of stoichiometric(al) combustion is stated to lean burn switching, the internal combustion engine is made in the noise suppressed control unit
The operating point has started after movement to rotating speed side high, changes the air-fuel ratio of the internal combustion engine.
Lean burn compared with stoichiometric(al) combustion, fired state be difficult to stabilization, therefore internal combustion engine engine speed, hair
The output such as motivation torque easily changes.Therefore, for making the region of noise penalty, in rotating speed side high, lean burn compares stoichiometry
Burning is wide, and narrower than lean burn in the stoichiometric(al) combustion of slow-speed of revolution side.Therefore, noise suppression is carried out in stoichiometric(al) combustion
Move the operating point of internal combustion engine in the case of system control, chemically metering combustion is switched to thin combustion when change air-fuel ratio
During burning, even if internal combustion engine is also possible to cause noise penalty in same operating point before and after the switching of operation mode.According to this
Technical scheme, in the case that chemically metering combustion switches to lean burn during the execution of noise suppressed control, in internal combustion
The operating point of machine to rotating speed side high started it is mobile after, change air-fuel ratio and chemically metering combustion switches to lean burn.
Therefore, it is possible to avoid the air-fuel ratio in the state of operation mode is stoichiometric(al) combustion from changing, therefore, it is possible to suppress with operating
The noise penalty of pattern switching.Additionally, because the operating point for carrying out before changing of air-fuel ratio to the movement of rotating speed side high be to
The movement in the direction that noise improves, so noise will not deteriorate due to the movement of operating point.
Used as a technical scheme of control device of the invention, the noise suppressed control unit can be in the noise
In the case of switching from the lean burn to the stoichiometric(al) combustion during suppressing the execution of control, make the internal combustion engine
The operating point to slow-speed of revolution side shifting, the burning switch unit can by the operation mode of the internal combustion engine from described dilute
It is thin burn to the stoichiometric(al) combustion switch in the case of, make described in the internal combustion engine in the noise suppressed control unit
Before operating point is to slow-speed of revolution side shifting, start the change of the air-fuel ratio of the internal combustion engine.
The operating point of internal combustion engine is located at slow-speed of revolution side, then more make noise penalty.In the execution phase of noise suppressed control
Between from lean burn to stoichiometric(al) combustion switch in the case of, moved when the operating point of internal combustion engine is made in the state of lean burn
When moving slow-speed of revolution side, even the operating point being had no problem in stoichiometric(al) combustion is also possible to cause due to its movement
Noise penalty.According to the technical program, switch from lean burn to stoichiometric(al) combustion during the execution of noise suppressed control
In the case of, after the change for starting air-fuel ratio, the operating point of internal combustion engine moves to slow-speed of revolution side.Therefore, it is possible to avoid
Operation mode moves to slow-speed of revolution side for the operating point of internal combustion engine in the state of lean burn, therefore, it is possible to suppress with operational mode
The noise penalty of formula switching.
As a technical scheme of control device of the invention, associatedly set with engine speed and motor torque
1st noise suppressed line and the 2nd noise suppressed line, the 1st noise suppressed line are corresponding with the stoichiometric(al) combustion, and described
2 noise suppressed lines are corresponding with the lean burn and are located at rotating speed low torque side high compared to the 1st noise suppressed line,
The noise suppressed control unit can by by the operating point of the internal combustion engine be limited in the 1st noise suppressed line and
The noise suppressed control is performed in either one of the 2nd noise suppressed line, and according to the fortune of the internal combustion engine
The switching of rotary-die type and make the operating point of the internal combustion engine from the 1st noise suppressed line and the 2nd noise suppressed line
Either one on move on the opposing party to the 1st noise suppressed line and the 2nd noise suppressed line.According to this technology side
Case, can utilize the 1st noise suppressed line and the 2nd noise suppressed line by the setting of each operation mode to implement noise suppressed control
System.
In the above-mentioned technical solutions, the burning switch unit can be by the operation mode of the internal combustion engine from institute
In the case of stoichiometric(al) combustion is stated to lean burn switching, the internal combustion engine is made in the noise suppressed control unit
Since the operating point on the 1st noise suppressed line, to after mobile the 2nd noise suppressed line, change the internal combustion
The air-fuel ratio of machine.In addition, the burning switch unit can by the operation mode of the internal combustion engine from described dilute
It is thin burn to the stoichiometric(al) combustion switch in the case of, make described in the internal combustion engine in the noise suppressed control unit
Before operating point is moved from the 2nd noise suppressed line to the 1st noise suppressed line, start the sky of the internal combustion engine
Fire the change of ratio.In these cases, the noise penalty with operation mode switching can be suppressed as described above.
In the above-mentioned technical solutions, the burning switch unit can make the operating point of the internal combustion engine along link
The 1st noise suppressed line is moved with the equipower line of the 2nd noise suppressed line.In this case, in can be while maintaining
The power of combustion engine is while move operating point, therefore efficiency increases and decreases than the power of the internal combustion engine in the moving process of operating point
And the efficiency high in the case of the increase and decrease is offset by the motor torque of motor.
Additionally, in control device of the invention, stoichiometric(al) combustion refer not only to with chemically correct fuel strict conformance
Air-fuel ratio for target burning, also including the burning with the air-fuel ratio near chemically correct fuel as target.In addition, lean burn
Refer to than in stoichiometric(al) combustion as the air-fuel ratio of the big value of the air-fuel ratio of target, i.e. lean side is the burning of target.
Brief description of the drawings
Fig. 1 is the figure being monolithically fabricated of the vehicle for representing the control device for being applicable an embodiment of the invention.
Fig. 2 is the figure of the summary for illustrating noise suppressed control.
Fig. 3 is the figure of the relation of the operating point for illustrating the noise suppressed line and internal combustion engine used when noise suppressed is controlled.
Fig. 4 has been expressed as judging whether to need noise suppressed control and respective in lean burn and stoichiometric(al) combustion
In the case of the figure of set of decision condition.
Fig. 5 is the flow chart of of the control program for representing an embodiment of the invention.
Fig. 6 is the flow chart of of the subprogram for representing Fig. 5.
Fig. 7 is the flow chart of of the control program for representing air-fuel ratio control.
Fig. 8 is the flow chart of of the control program for representing the 2nd implementation method of the invention.
Specific embodiment
(the 1st implementation method)
As shown in figure 1, vehicle 1 is configured to be combined with the motor vehicle driven by mixed power of multiple power sources.Vehicle 1 possesses internal combustion engine 3
With two dynamotor 4,5 as traveling power source.Internal combustion engine 3 is configured to possess four in-line four cylinder types of cylinder 10
Spark-ignited internal combustion engine.Internal combustion engine 3 can fire in stoichiometry of the air-fuel ratio with chemically correct fuel or near it as target
Burn and the air-fuel ratio of lean side as the lean burn of target is set in the target compared to the air-fuel ratio of stoichiometric(al) combustion
Between switch operation mode.
The dynamotor 4 of internal combustion engine 3 and the 1st links with power splitting mechanism 6.1st dynamotor 4 have stator 4a and
Rotor 4b.The hair that 1st dynamotor 4 is generated electricity as the power for receiving to distribute the internal combustion engine 3 for coming by power splitting mechanism 6
Motor function, and also serve as the motor function driven by alternating electromotive force.Equally, the 2nd dynamotor 5
With stator 5a and rotor 5b, as motor and generator difference function.Each dynamotor 4,5 is controlled via motor
Device processed 15 is connected with battery 16.The electrical power conversion Cheng Zhi that motor is produced the generating of each dynamotor 4,5 with control device 15
Flow electric power and accumulate in battery 16, and the electrical power conversion of battery 16 is supplied to each dynamotor 4,5 into alternating electromotive force.
2nd dynamotor 5 is equivalent to motor of the present invention.
Power splitting mechanism 6 is configured to the planetary gears of single pinion type.Power splitting mechanism 6 has external tooth gear
Sun gear S, the gear ring R for being configured to the internal-gear coaxial with sun gear S, the little gear P that will can be engaged with the gear S, R
Remain the pinion frame C for being capable of rotation and revolution.The motor torque of the output of internal combustion engine 3 is passed to power dispenser
The pinion frame C of structure 6.The rotor 4b of the 1st dynamotor 4 links with the sun gear S of power splitting mechanism 6.From power point
Fitting mechanism 6 is passed to the grade of output gear row 20 output section via the torque that gear ring R is exported.Output gear row 20 include and power
Output driving gear 21 that the gear ring R of distributor gear 6 is rotated integrally and the output driven gear engaged with output driving gear 21
22.On output driven gear 22, the 2nd dynamotor 5 is linked with via gear 23.The dynamotor 5 of gear 23 and the 2nd
Rotor 5b is rotated integrally.The driving wheel 18 of left and right is assigned to via differential gear 27 from the torque of the output output of driven gear 22.
Poewr transmission mechanism 6, output gear row 22 and each self-contained gear train of differential gear 27.The dynamotor of internal combustion engine 3 and the 2nd
5 each torque is exported via power splitting mechanism 6, output gear row 22 and differential gear 27 from driving wheel 18, therefore this
A little devices are equivalent to Poewr transmission mechanism of the present invention.
The control in each portion of vehicle 1 is controlled by being configured to the electronic-controlled installation (ECU) 30 of computer.ECU30 pairs
Internal combustion engine 3 and each dynamotor 4,5 etc. carry out various controls.The various information of vehicle 1 are input into ECU30.For example, via
Motor is input into rotating speed and the torque of each dynamotor 4,5 with control device 15 to ECU30.In addition, being input into ECU30：It is defeated
Go out output signal, output and the vehicle 1 of the accel sensor 32 of signal corresponding with the amount of depressing of accelerator pedal 31
The corresponding signal of speed vehicle speed sensor 33 output signal and export it is corresponding with the engine speed of internal combustion engine 3
Output signal of crankshaft angle sensor 34 of signal etc..Output signals and speed of the ECU30 with reference to accel sensor 32
The output signal of sensor 33 calculates driver requested requirement driving torque, and vehicle 1 is controlled when various patterns are switched, with
Make to be reached most preferably for the system effectiveness for requiring driving torque.For example, the low-load region of the thermal efficiency reduction in internal combustion engine 3
Selection makes the burning of internal combustion engine 3 stop and the EV patterns of the 2nd dynamotor 5 of driving.In addition, only being turned by internal combustion engine 3
In the case of square deficiency, selection makes the 2nd dynamotor 5 hybrid power mould as traveling driving source together with internal combustion engine 3
Formula.
In the case where vehicle 1 carries out steady running with hybrid mode, ECU30 moves the operating point of internal combustion engine 3
So that the thermal efficiency of internal combustion engine 3 remains as high as possible.Can not meet to vehicle 1 in the motor torque only by internal combustion engine 3
It is required that in the case of driving torque, it is desirable to which the insufficient section of driving torque is supplemented by the motor torque of the 2nd dynamotor 5.
Internal combustion engine 3 motor torque meet require driving torque it is most in the case of, the motor of the 2nd dynamotor 5 turns
Square turns into the small value near 0Nm.In this case, the gear 23 and output driven gear for linking with the 2nd dynamotor 5
22 mutual pressing weakens.Therefore, the variation of the engine speed of internal combustion engine 3, the variation of motor torque is passed to output
Driven gear 22 as a result, gear 23 and output driven gear 22 because mutually being collided between backlash, by Poewr transmission mechanism produce
The noises such as tooth sound are beaten in life.
ECU30 implements to suppress to be controlled by the noise suppressed of this noise of Poewr transmission mechanism generation.As shown in Fig. 2 logical
Cross engine speed and motor torque defines the noise penalty region Ar of the noise that can produce the grade more than allowable limit, and
And, the noise suppressed line Lnv of noise penalty region Ar is avoided in setting.Also, ECU30 exists the operating point X limit of internal combustion engine 3
On noise suppressed line Lnv as shown in chain-dotted line, so that the fuel economy line La set in the thermal efficiency based on internal combustion engine 3
The operating point X of the internal combustion engine 3 of upper movement will not enter noise penalty region Ar.Noise penalty region Ar and noise suppressed line
Lnv determines that these information are stored in ECU30 beforehand through real machine test etc. respectively.Because noise Production conditions are because of internal combustion engine 3
Operation mode and it is different, so noise penalty region Ar and noise suppressed line Lnv are set by each operation mode of internal combustion engine 3
It is fixed.In addition, fuel economy line La is also set by each operation mode.
As shown in figure 3, noise suppressed line LnvL corresponding with lean burn is corresponding compared to stoichiometric(al) combustion making an uproar
Sound suppresses line LnvS and is set in low torque rotating speed side high.Because：Compared with stoichiometric(al) combustion, burn lean burn shape
The variation that state is difficult to the outputs such as stabilization, engine speed, the motor torque of internal combustion engine 3 is big.It is corresponding with stoichiometric(al) combustion
Noise suppressed line LnvS is equivalent to the 1st noise suppressed line of the present invention, noise suppressed line LnvL corresponding with lean burn
Equivalent to the 2nd noise suppressed line of the present invention.
In the case of lean burn, the noise penalty region ArL as shown in hacures is compared to noise suppressed line LnvL
And it is located at high torque (HT) slow-speed of revolution side.In the case of stoichiometric(al) combustion, the noise penalty region ArS as shown in hacures is compared
High torque (HT) slow-speed of revolution side is located in noise suppressed line LnvS.The noise penalty region ArL of lean burn compares stoichiometric(al) combustion
Noise penalty region ArS it is big, a part of noise penalty region ArL is Chong Die with noise penalty region ArS.Therefore, if need
The judgement for wanting noise suppressed to control, the decision condition set based on each operation mode by internal combustion engine 3 is in lean burn
In the case of and stoichiometric(al) combustion in the case of implement respectively.Specifically, as shown in figure 4, motor torque is entered comprising 0Nm
Predetermined torque range RS, RL be set as the decision condition.Torque range RL in the case of lean burn fires than stoichiometry
Torque range RS in the case of burning is big.As one, torque range RS be set as -3~+3Nm, torque range RL be set as -5~
+5Nm。
In general, it may be said that lean burn air-fuel ratio compared with stoichiometric(al) combustion is high, therefore Fuel Consumption is few,
Efficiency high.But, in the case where noise suppressed control is carried out, lean burn compared with stoichiometric(al) combustion, the work of internal combustion engine 3
Make amount of change of the point from fuel economy line big.It can thus be stated that carrying out the situation of noise suppressed control in lean burn
Under, compared with the situation of noise suppressed control is carried out when in stoichiometric(al) combustion, it is high that fuel economy deteriorates tendency.Therefore, root
According to the operating condition of internal combustion engine 3, the thermal efficiency carried out in stoichiometric(al) combustion sometimes in the case of noise suppressed control may
It is better than carrying out the thermal efficiency in the case of noise suppressed control in lean burn.Certainly, according to the operating condition of internal combustion engine 3,
The thermal efficiency in the case of noise suppressed control is carried out in lean burn to be likely to than carrying out noise in stoichiometric(al) combustion
The thermal efficiency suppressed in the case of control is high.Therefore, ECU30 is during the execution that noise suppressed is controlled, to lean burn situation
Under the thermal efficiency and the thermal efficiency in the case of stoichiometric(al) combustion be compared, when being judged as and maintain current operation mode phase
When the thermal efficiency of the internal combustion engine 3 in the case of than have switched operation mode is high, operation mode is switched over.In other words, ECU30
Performing the operation mode of the side high of thermal efficiency when noise suppressed is controlled in selection lean burn and stoichiometric(al) combustion.
Additionally, for the air-fuel ratio Variation control implemented to switch the operation mode of internal combustion engine 3, ECU30 is according to will
Driving torque or other requirements is asked to implement.From lean burn to the switching of stoichiometric(al) combustion, it is considered to the response of air capacity
Delay is implemented in a short time by being temporarily increased for fuel quantity supplied to internal combustion engine 3.Therefore, with the increasing of fuel quantity
Plus, motor torque is also temporarily increased.On the other hand, chemically switching from metering combustion to lean burn, it is considered to air capacity
Operating lag is implemented in a short time by the temporary transient reduction of the fuel quantity supplied to internal combustion engine 3.Therefore, with fuel quantity
Reduce, motor torque also temporarily reduces.Further, since ECU30 makes the increase and decrease of the motor torque with operation mode switching
Cancel out each other, so the motor torque for synchronously making the 2nd dynamotor 5 with the change of air-fuel ratio increases and decreases.
Fig. 5 and Fig. 6 show of the control program that ECU30 is performed.The program of the control program of Fig. 6 is stored in
In ECU30, it is read in good time and performs repeatedly at a predetermined interval.
In step sl, ECU30 obtains the information of vehicles of vehicle 1 with reference to above-mentioned various sensors etc..ECU30 is taken
Information of vehicles illustrated, have the accelerator opening of vehicle 1, speed, the engine speed of internal combustion engine 3 and each electronic
The rotating speed of generator 4,5 and torque.In step s 2, ECU30 is calculated requirement based on accelerator opening and speed and driven and turned
Square Tp.It is required that driving torque Tp is based on mapping set in advance and calculates.In step s3, ECU30 is based on calculated requirement
Driving torque Tp and/or other information of vehicles, lean burn and stoichiometric(al) combustion are determined as by the operation mode of internal combustion engine 3
Either one.In order to manage the operation mode of internal combustion engine 3, the predetermined storage region of ECU30 is assigned management flag F L,
FS.Management flag F L becomes the value for turning to 1 or 0.It refers to that have selected lean burn to manage the situation that flag F L is 1, management flag F L
Situation for 0 refers to that have selected stoichiometric(al) combustion.Equally, management flag F S becomes the value for turning to 1 or 0.Management flag F S is 1
Situation refers to that have selected stoichiometric(al) combustion, and it refers to that have selected lean burn to manage the situation that flag F S is 0.Therefore, ECU30 exists
In the case that operation mode is determined as into lean burn, 1 is substituted into management flag F L, 0 is substituted into management flag F S.The opposing party
Face, ECU30 substitutes into 1 in the case where operation mode is determined as into stoichiometric(al) combustion to management flag F S, to management flag F L
Substitute into 0.
In step s 4, ECU30 calculates motor torque Tm based on driving torque Tp is required.For the calculation of motor torque Tm
Go out, by calculating and requiring the base value that driving torque Tp is associated, and limited by the higher limit and lower limit of motor torque
The protection of the base value processes to implement.Input and output limitation of the higher limit and lower limit of motor torque respectively with battery 16 is right
Should.The input and output limitation of battery 16 is set based on specification etc..Additionally, processed by the protection in motor torque Tm being limited
In the case of system, corrected according to the limitation and require driving torque Tp.Inhibited from turning that driving wheel 18 is exported by the amendment
The variation of square.
In step s 5, whether ECU30 judges the operation mode determined by step S3 as dilute with reference to management flag F L, FS
Thin burning.Enter step S6 in the case of lean burn.In the case where being not lean burn, i.e. in stoichiometric(al) combustion
In the case of enter step S7.In step s 6, ECU30 determines a need for implementing noise suppressed control.The judgement is with by step
Whether the motor torque Tm that S6 is calculated implements on the basis of the torque range RL of the Fig. 3 for entering corresponding with lean burn setting.Together
Sample, in the step s 7, whether ECU30 is by motor torque Tm into determining a need for implementing noise on the basis of torque range RS
Suppress control.It is ECU30 in the case of being judged as needing noise suppressed control in the result of the treatment of step S6 and step S7
The noise suppressed control of implementation steps S8.Additionally, the detailed content of noise suppressed control is described after a while.
In step s 9, ECU30 reads the fuel economy line LaL of lean burn from predetermined storage device.
In step S10, ECU30 is by obtaining equipower line corresponding with the requirement driving torque Tp calculated by step S2 and by step S9
The intersection point of the fuel economy line LaL of reading, calculates the operating point, i.e. of the internal combustion engine 3 of control targe during as lean burn
Engine speed NeL and motor torque TeL.In step s 11, ECU30 is calculated as the operating point of the internal combustion engine 3 of target
(Ne, Te).That is, NeL is substituted into Ne, TeL is substituted into Te.Then, into step S15.
On the other hand, in the case of stoichiometric(al) combustion, as described above, by perform step S12~step S14 come
Calculate the operating point of the target as internal combustion engine 3.I.e., in step s 12, ECU30 reads chemistry from predetermined storage device
The fuel economy line LaS of metering combustion.In step s 13, ECU30 is corresponding with driving torque Tp is required etc. by obtaining
The intersection point of power line and the fuel economy line LaS read by step S12, calculates control targe during as stoichiometric(al) combustion
Internal combustion engine 3 operating point, i.e. engine speed NeS and motor torque TeS.In step S14, ECU30 is by Ne
Substitute into NeS and substitute into TeS to Te to be calculated as the operating point (Ne, Te) of the internal combustion engine 3 of target, into step S15.
In step S15, the ECU30 control dynamotor 4 of internal combustion engine 3 and the 1st, so that internal combustion engine is by step
The operating point (Ne, Te) that each treatment of S11, step S8 and step S14 is obtained is operated.In step s 16, ECU30 controls
The 2nd dynamotor 5 is made, so that the 2nd dynamotor 5 is operated with the motor torque Tm calculated by step S4.Then, tie
The program of Shu Benci.
Then, reference picture 6 come illustrate noise suppressed control one.In step S81, ECU30 reads lean burn and uses
Noise suppressed line LnvL.In step S82, ECU30 calculate noise suppressed control when internal combustion engine 3 operating point (NenvL,
TenvL).The operating point pass through to obtain the corresponding equipower line of S2 is calculated the step of with by Fig. 5 requirement driving torque Tp and by
The intersection point of the noise suppressed line LnvL that step S81 reads is calculated.In step S83, ECU30 calculate operating point (NenvL,
The thermal efficiency L η of the internal combustion engine 3 on TenvL).For example, thermal efficiency L η are by dilute by defining for the making such as real machine test in advance
Thermal efficiency during thin burning is retrieved to calculate with the mapping of the corresponding relation of operating point.Thermal efficiency L η can not also be used and reflected
Penetrate and calculated using predetermined calculating formula.
As described above, in step S84, ECU30 reads the noise suppressed line LnvS of stoichiometric(al) combustion.In step
In S85, ECU30 passes through to obtain the corresponding equipower line of S2 is calculated the step of with by Fig. 5 requirement driving torque Tp and by step
S84 read noise suppressed line LnvS intersection point come calculate noise suppressed control when internal combustion engine 3 operating point (NenvS,
TenvS).In a step s 86, ECU30 calculates the thermal efficiency S η of the internal combustion engine 3 on operating point (NenvS, TenvS).Thermal efficiency S η
Also it is same with above-mentioned thermal efficiency L η, by advance by thermal effect when defining stoichiometric(al) combustion of the making such as real machine test
Rate is retrieved to calculate with the mapping of the corresponding relation of operating point.Thermal efficiency S η can not also use mapping and use predetermined
Calculating formula is calculated.
In step S87, ECU30 judges the operation mode that S3 is determined the step of by Fig. 5 with reference to management flag F L, FS is
No is lean burn.Enter step S88 in the case of lean burn, step S92 is entered in the case of stoichiometric(al) combustion.
In step S88, ECU30 is calculated as the internal combustion of target by substituting into TenvL to Ne substitution NenvL and to Te
The operating point (Ne, Te) of machine 3, into step S89.In step S89, ECU30 judges thermal efficiency S η during stoichiometric(al) combustion
Whether thermal efficiency L η during than lean burn are high.That is to say, ECU30 judges for operation mode to be switched to chemistry from lean burn
Whether metering combustion performs the thermal efficiency in the case of noise suppressed control than maintaining current operation mode i.e. lean burn
It is high to perform the thermal efficiency in the case of noise suppressed control.In the case where thermal efficiency S η are higher than thermal efficiency L η, by operational mode
Formula is switched to stoichiometric(al) combustion from lean burn, and the thermal efficiency is improved.Therefore, in step S90, ECU30 will be counted by step S88
The operating point of the target for calculating is changed to operating point during stoichiometric(al) combustion.That is, ECU30 substitutes into NenvS and right by Ne
Te substitutes into TenvS to be calculated as the operating point (Ne, Te) of target.In step S91, ECU30 more new management flag Fs L, FS
Value.That is, ECU30 substitutes into 0 to FL and substitutes into 1 to FS, makes treatment into S15 the step of Fig. 5.Then, by internal combustion engine 3 control by
The operating point that step S90 is calculated.On the other hand, in the case where thermal efficiency S η are unlike thermal efficiency L η, operation mode is maintained
It is lean burn, therefore skips step S90 and step S91 and make treatment into S15 the step of Fig. 5, internal combustion engine 3 is controlled
The operating point calculated by step S88.
On the other hand, in the case where current operation mode is stoichiometric(al) combustion, in step S92, ECU30 passes through
Substitute into NenvS to Ne and substitute into TenvS to Te to be calculated as the operating point (Ne, Te) of the internal combustion engine 3 of target, into step
S93.In step S93, ECU30 judge lean burn when thermal efficiency L η whether than stoichiometric(al) combustion when thermal efficiency S η
It is high.That is to say, ECU30 is judged by operation mode, chemically metering combustion is switched to lean burn to perform noise suppressed control
In the case of the thermal efficiency whether than performing noise suppressed control maintaining current operation mode to be stoichiometric(al) combustion
In the case of the thermal efficiency it is high.In the case where thermal efficiency L η are higher than thermal efficiency S η, by operation mode chemically metering combustion switching
To lean burn, thermal efficiency raising.Therefore, in step S94, the operating point of the target that ECU30 will be calculated by step S92 becomes
More lean burn when operating point.That is, ECU30 is calculated as target by substituting into TenvL to Ne substitution NenvL and to Te
Operating point (Ne, Te).In step S95, the value of ECU30 more new management flag Fs L, FS.That is, ECU30 substitutes into 1 to FL, and right
FS substitutes into 0, makes treatment into S15 the step of Fig. 5.Then, internal combustion engine 3 is controlled the operating point calculated by step S94.Separately
On the one hand, in the case where thermal efficiency SL is high unlike thermal efficiency S η, operation mode is maintained stoichiometric(al) combustion, therefore skip
Step S94 and step S95 and make treatment enter Fig. 5 the step of S15, the work that internal combustion engine 3 is controlled to be calculated by step S92
Make a little.
Additionally, the noise in the operating point of internal combustion engine 3 from the fuel economy line LaL of lean burn to lean burn
Suppress on line LnvL or chemically noise suppressed line from the fuel economy line LaS of metering combustion to stoichiometric(al) combustion
During changing on LnvS, sometimes there is the sudden turn of events in the operating point of internal combustion engine 3.Therefore, in such a process also being capable of basis
Predetermined time rate of change gradually changes engine speed.And then, it is also possible to anaplasia when this is set by each operation mode
Rate, said process according to the lean burn time rate of change different from each other with the said process of stoichiometric(al) combustion makes to start
Machine rotation speed change.
Fig. 7 shows control journey that is parallel with the control program of Fig. 5 and Fig. 6 and being controlled by the air-fuel ratio that ECU30 is performed
One of sequence.Air-fuel ratio control is following control：Management flag F L, FS of the above-mentioned operation mode of ECU30 reference management,
The air-fuel ratio of internal combustion engine 3 is controlled to the air-fuel ratio as target in the case of lean burn, in the feelings of stoichiometric(al) combustion
The air-fuel ratio of internal combustion engine 3 is controlled to the air-fuel ratio as target under condition.In the step s 21, ECU30 judges that management flag F L is
No is 1, and step S22 is entered in the case of being 1 in management flag F L.Enter step in the case where management flag F L is not for 1
S25。
In step S22, ECU30 is controlled to as thin in order to the operation mode of internal combustion engine 3 is maintained into lean burn
The air-fuel ratio of the target of burning.Additionally, the air-fuel ratio control implemented in this control program is same with the control of known air-fuel ratio.
Current air-fuel ratio is obtained with reference to the signal of oxygen concentration sensor (not shown), feedback control is carried out so that the air-fuel ratio and mesh
Mark the deviation reduction of air-fuel ratio.In step S23, ECU30 judges whether the value of management flag F L, FS there occurs change.That is,
ECU30 determines whether to become to mean the value (FL=0, FS=1) of the switching from lean burn to stoichiometric(al) combustion.In hair
It is judged as generating the switching requirement of operation mode in the case of having given birth to such change, ECU30 is in step s 24 by internal combustion engine
3 air-fuel ratio is changed to the air-fuel ratio of stoichiometric(al) combustion from the air-fuel ratio of lean burn.From lean burn to stoichiometry
The change of the air-fuel ratio in the case of burning switching, considers that the operating lag of air capacity is supplied by internal combustion engine 3 as described above
Being temporarily increased for fuel quantity and implement in a short time.On the other hand, jumped in the case where management flag F L, FS is not changed in
Cross step S24 and terminate this program.
The situation for having made negative judgement by step S21 is the state in have selected stoichiometric(al) combustion.Therefore,
ECU30 in step s 25, in order to the operation mode of internal combustion engine 3 is maintained into stoichiometric(al) combustion, is controlled to as stoichiometry
The air-fuel ratio of the target of burning.In step S26, ECU30 judges whether the value of management flag F L, FS becomes to mean from change
Learn value (FL=1, FS=0) of the metering combustion to the switching of lean burn.It is judged as in the case where there occurs such change
Generate the switching requirement of operation mode, ECU30 is in step s 27 by the sky of the air-fuel ratio of internal combustion engine 3 chemically metering combustion
Combustion ratio is changed to the air-fuel ratio of lean burn.The change of the air-fuel ratio in the case that chemically metering combustion switches to lean burn
More, consider the operating lag of air capacity by the temporary transient reduction of fuel quantity that is supplied to internal combustion engine 3 in the short time as described above
Interior implementation.On the other hand, skip step S27 in the case where management flag F L, FS is not changed in and terminate this program.
Using the control program of Fig. 7, can be according to the control journey of the Fig. 5 and Fig. 6 concurrently implemented with the control program
The switching of the change of the value of management flag F L, FS in sequence, the i.e. operation mode of internal combustion engine 3 is required and switches to appropriate air-fuel
Than.In other words, under the either case of the situation for performing noise suppressed control and the situation of the usual operating for not performing the control,
All in order that the control of the operating point of internal combustion engine 3 and the change of air-fuel ratio are synchronously implemented.
The control program of Fig. 5~Fig. 7 of the above is performed by ECU30, fortune is switched during the execution of noise suppressed control
In the case that thermal efficiency ratio in the case of rotary-die type maintains the thermal efficiency in the case of the operation mode of internal combustion engine 3 high, switching
The operation mode of internal combustion engine 3.Therefore, it is possible to avoid the efficiency penalty during the execution of noise suppressed control in internal combustion engine 3
In the state of keep on the go pattern.Thereby, it is possible to suppress the deterioration of the thermal efficiency of internal combustion engine 3 while suppressing noise.
ECU30 by perform Fig. 6 that S8 is defined the step of by Fig. 5 noise suppressed control control program and as this hair
The bright noise suppressed control unit function being related to, by performing the control program of Fig. 7 and S89 the step of perform Fig. 6~
Step S95 and as burning switch unit function of the present invention, S83 and step S86 the step of by performing Fig. 6
And as thermal efficiency calculated unit function of the present invention.
(the 2nd implementation method)
Then, reference picture 3 and Fig. 8 illustrate the 2nd implementation method of the invention.2nd implementation method has following feature：
Switch mode (pattern) according to operation mode changes the air-fuel ratio during the execution to above-mentioned noise suppressed control
The order that the control of the operating point of change and internal combustion engine 3 is implemented.It is identical with the 1st implementation method in addition, therefore omit
Explanation.
As shown in Figure 3, it is considered to make the operating point of internal combustion engine 3 chemically metering combustion when carry out the A points of noise suppressed control
The situation of the B points of noise suppressed control is carried out when being transferred to lean burn.If being in the state of A points in the operating point of internal combustion engine 3
It is lower change air-fuel ratio and chemically metering combustion is switched to after lean burn, the operating point of internal combustion engine 3 is moved to B points, then A
Point is located in the noise penalty region ArL of slow-speed of revolution high torque (HT) side compared to the noise suppressed line LnvL of lean burn, because
This is changing the moment noise penalty of air-fuel ratio.Therefore, in the 2nd implementation method, in chemically metering combustion to thin combustion
In the case of the pattern that burning and cutting are changed, the operating point of internal combustion engine 3 is moved to the A points of rotating speed side high from A points first, then changed empty
Combustion is compared and chemically metering combustion switches to lean burn.Movement from from A points to B points is the noise suppression of chemically metering combustion
Movement from line LnvS processed to rotating speed low torque side high, therefore equivalent to the movement in the direction improved to noise.Therefore, noise will not
Deteriorate due to the movement of the operating point.Additionally, the noise suppressed line LnvL and noise penalty region ArL of lean burn it
Between there is predetermined buffering, in the case where the change relative to air-fuel ratio has enough and to spare, it is also possible to from A points to B points move
Way in change air-fuel ratio to after mobile B points and before reaching B points since A points.Therefore, the work of internal combustion engine 3 is made
Work carries out noise suppressed control A points when putting chemically metering combustion carry out the B of noise suppressed control when being transferred to lean burn
In the case of point, under the control of the 2nd implementation method, the operating point for making internal combustion engine 3 start to rotating speed side high it is mobile after become
More air-fuel ratio.
On the other hand, it is contrary to the above, it is considered to make the operating point of internal combustion engine 3 from lean burn when carry out noise suppressed control
B points carry out when being transferred to stoichiometric(al) combustion noise suppressed control A points situation.If in this case, making internal combustion engine 3
Operating point is changed air-fuel ratio and is switched to stoichiometric(al) combustion from lean burn after moving to A points from B points, then in lean burn
In the state of make the operating point of internal combustion engine 3 that the A points of slow-speed of revolution side are moved to from B points, thus operating point enters noise penalty region
ArL, noise penalty.Therefore, in the 2nd implementation method, counted to chemistry from lean burn during the execution of noise suppressed control
In the case of amount burning switching, change air-fuel ratio first and be switched to stoichiometric(al) combustion from lean burn, then make internal combustion engine 3
Operating point the A points of slow-speed of revolution high torque (HT) side are moved to from B points.Therefore, it is possible to avoid the shape in operation mode for lean burn
The operating point of internal combustion engine 3 moves to slow-speed of revolution side under state, therefore, it is possible to suppress the noise penalty with operation mode switching.The feelings
Under condition, it is also possible to after the change of air-fuel ratio starts, internal combustion engine 3 is made before being switched to stoichiometric(al) combustion completely from lean burn
Operating point move to A points from B points.In this case the operating point in the state of lean burn can be also avoided to change to the slow-speed of revolution
Side.Additionally, under a switch mode in office, the movement between A points and B points is carried out all preferably along equipower line Lp.In this case,
The power of internal combustion engine 3 can be maintained while mobile working point, thus with the work(of the internal combustion engine 3 in the moving process of operating point
Rate increases and decreases and offsets the situation of the increase and decrease by the motor torque of the 2nd dynamotor 5 to be compared, efficiency high.
More than control can perform the control program of Fig. 8 by ECU30 to realize.The control program of Fig. 8 is implemented with the 1st
The control program of Fig. 5~Fig. 7 illustrated in mode is concurrently performed repeatedly at a predetermined interval.In step S31, ECU30 is to having
Switching requirement without operation mode is judged.The switching for whetheing there is operation mode is required by the value of detection management flag F L, FS
Change judge.Enter step S32 in the case where there is switching to require.Later place is skipped in the case where being required without switching
Manage and terminate this program.
In step s 32, ECU30 by referring to management flag F L come judge internal combustion engine 3 current operation mode whether
It is lean burn.Enter step S33 in the case of lean burn.In step S33, ECU30 is by air-fuel ratio from lean burn
Air-fuel ratio is changed to the air-fuel ratio of stoichiometric(al) combustion and switches from lean burn to stoichiometric(al) combustion.Then, exist
In step S34, the operating point of internal combustion engine 3 is moved to the noise suppressed line of the stoichiometric(al) combustion of slow-speed of revolution high torque (HT) side
On LnvS.The step of run time and Fig. 7 of the step of order of step S33 and step S34 passes through ECU30 control figures 5 S15
The run time of S24 is realized.Additionally, these run time can also be controlled to before the change of air-fuel ratio is completed in beginning
The movement of the operating point of combustion engine 3.
On the other hand, step S35 is entered in the case where operation mode is not stoichiometric(al) combustion for lean burn.
In step S35, the operating point of internal combustion engine 3 is moved to the noise suppressed line LnvL of the lean burn of slow-speed of revolution high torque (HT) side
On.Then, in step S36, the air-fuel ratio of air-fuel ratio chemically metering combustion is changed to ECU30 the sky of lean burn
Combustion is compared and chemically metering combustion switches to lean burn.The order of step S35 and step S36 is by ECU30 control figures 5
The step of run time and Fig. 7 of step S15, the run time of S27 realized.Additionally, these run time can also be controlled to
Start the change of air-fuel ratio before the mobile completion of the operating point of internal combustion engine 3.
Implement the operating point of internal combustion engine 3 according to the 2nd implementation method, the step of matched by the switch mode with operation mode
Control and air-fuel ratio change, therefore under a switch mode in office, the noise with the switching of operation mode can be suppressed
Deteriorate.ECU30 is cut by performing the control program of Fig. 5~Fig. 7 and the control program of Fig. 8 as burning of the present invention
Change unit function.
The present invention is not limited to above-mentioned each implementation method, can be in the range of purport of the invention by various realities
Mode is applied to implement.In above-mentioned each implementation method, possessing two dynamotor and a dynamotor and internal combustion engine
The present invention has been applicable in the motor vehicle driven by mixed power of the type linked with power splitting mechanism, but applicable object of the invention is not limited
Due to this motor vehicle driven by mixed power.For example, electronic for the output section transmission one of the motor torque to being output internal combustion engine
The motor vehicle driven by mixed power of the form of the motor torque of machine can also be applicable the present invention.
Above-mentioned each implementation method uses the noise suppressed line prepared by each operation mode of internal combustion engine to implement and makes an uproar
Sound suppresses control, but uses only one, noise suppressed line.For example, it is also possible to which the operating point to internal combustion engine enters in advance really
Fixed noise penalty region is predicted, in order to avoid operating point enters noise penalty region, to the internal combustion engine as target
Operating point is gradually corrected, and noise suppressed control is thus implemented under the form of the operating point of limit engine.
Claims (8)
1. a kind of control device of motor vehicle driven by mixed power, the control device is applied to and possesses internal combustion engine and motor and used as traveling
The motor torque of power source and the motor torque of the internal combustion engine and the motor is transmitted via the power comprising gear train
Mechanism and export the motor vehicle driven by mixed power of driving wheel, the internal combustion engine allows hand over lean burn and stoichiometric(al) combustion, institute
Control device is stated to possess：
Burning switch unit, it is fired in the lean burn by changing the air-fuel ratio of the internal combustion engine with the stoichiometry
Switch the operation mode of the internal combustion engine between burning；
Noise suppressed control unit, it performs noise suppression in the case of the lean burn and the stoichiometric(al) combustion are respective
System control, the noise suppressed controls the operating point of the internal combustion engine to being defined by engine speed and motor torque to limit
Make the noise to suppress to be produced by the Poewr transmission mechanism；And
Thermal efficiency calculated unit, it calculates situation that noise suppressed control is performed in the lean burn and described
The thermal efficiency of the respective internal combustion engine of situation of the noise suppressed control is performed during stoichiometric(al) combustion,
The burning switch unit switch the operation mode of the internal combustion engine and perform when the noise suppressed is controlled by
The thermal efficiency ratio that the thermal efficiency calculated unit is calculated is performed described in the operation mode of the maintenance internal combustion engine
In the case that the thermal efficiency that noise suppressed is calculated by the thermal efficiency calculated unit when controlling is high, switch the internal combustion engine
The operation mode.
2. control device according to claim 1, wherein,
The noise suppressed control unit, from the stoichiometric(al) combustion to described during the execution of noise suppressed control
In the case that lean burn switches, make the operating point of the internal combustion engine to rotating speed side shifting high,
The burning switch unit, by the operation mode of the internal combustion engine from the stoichiometric(al) combustion to described thin
In the case of burning switching, the operating point for making the internal combustion engine in the noise suppressed control unit starts to rotating speed side high
After mobile, the air-fuel ratio of the internal combustion engine is changed.
3. control device according to claim 1 and 2, wherein,
The noise suppressed control unit, from the lean burn to the chemistry during the execution of noise suppressed control
In the case that metering combustion switches, make the operating point of the internal combustion engine to slow-speed of revolution side shifting,
The burning switch unit, by the operation mode of the internal combustion engine from the lean burn to the stoichiometric(al) combustion
In the case of switching, the noise suppressed control unit make the operating point of the internal combustion engine to slow-speed of revolution side shifting it
Before, start the change of the air-fuel ratio of the internal combustion engine.
4. control device according to claim 1, wherein,
The 1st noise suppressed line and the 2nd noise suppressed line, the described 1st are associatedly set with engine speed and motor torque
Noise suppressed line is corresponding with the stoichiometric(al) combustion, the 2nd noise suppressed line it is corresponding with the lean burn and compared to
The 1st noise suppressed line and be located at rotating speed low torque side high,
The noise suppressed control unit by by the operating point of the internal combustion engine be limited in the 1st noise suppressed line and
The noise suppressed control is performed in either one of the 2nd noise suppressed line, and according to the fortune of the internal combustion engine
The switching of rotary-die type and make the operating point of the internal combustion engine from the 1st noise suppressed line and the 2nd noise suppressed line
Either one on move on the opposing party to the 1st noise suppressed line and the 2nd noise suppressed line.
5. control device according to claim 4, wherein,
The burning switch unit, by the operation mode of the internal combustion engine from the stoichiometric(al) combustion to described thin
In the case of burning switching, the operating point of the internal combustion engine from the 1st noise is made in the noise suppressed control unit
After suppressing to have started to move to the 2nd noise suppressed line on line, the air-fuel ratio of the internal combustion engine is changed.
6. the control device according to claim 4 or 5, wherein,
The burning switch unit, by the operation mode of the internal combustion engine from the lean burn to the stoichiometry
In the case of burning switching, the operating point of the internal combustion engine from the 2nd noise is made in the noise suppressed control unit
Before suppressing to be moved to the 1st noise suppressed line on line, start the change of the air-fuel ratio of the internal combustion engine.
7. the control device according to claim 4 or 5, wherein,
The burning switch unit makes the operating point of the internal combustion engine along linking the 1st noise suppressed line with described the
The equipower line of 2 noise suppressed lines and move.
8. control device according to claim 6, wherein,
The burning switch unit makes the operating point of the internal combustion engine along linking the 1st noise suppressed line with described the
The equipower line of 2 noise suppressed lines and move.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2013/052239 WO2014118950A1 (en) | 2013-01-31 | 2013-01-31 | Control device for hybrid vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104968548A CN104968548A (en) | 2015-10-07 |
| CN104968548B true CN104968548B (en) | 2017-06-23 |
Family
ID=51261695
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201380069065.5A Expired - Fee Related CN104968548B (en) | 2013-01-31 | 2013-01-31 | The control device of motor vehicle driven by mixed power |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US9434376B2 (en) |
| JP (1) | JP6317263B2 (en) |
| CN (1) | CN104968548B (en) |
| DE (1) | DE112013006556B4 (en) |
| WO (1) | WO2014118950A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015007913A1 (en) * | 2015-06-20 | 2016-12-22 | Man Truck & Bus Ag | Method for online adaptation of a characteristic curve of a hybrid vehicle |
| DE102015222692A1 (en) * | 2015-11-17 | 2017-05-18 | Volkswagen Aktiengesellschaft | Operating a drive device of a hybrid vehicle and hybrid vehicle |
| JP6428706B2 (en) * | 2016-04-21 | 2018-11-28 | トヨタ自動車株式会社 | Vehicle control device |
| JP7426250B2 (en) * | 2020-02-05 | 2024-02-01 | 本田技研工業株式会社 | Vehicle control device |
| CN113844433A (en) * | 2020-06-25 | 2021-12-28 | 丰田自动车株式会社 | Control system and control method for hybrid vehicle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101321643A (en) * | 2004-09-21 | 2008-12-10 | 丰田自动车株式会社 | Hybrid vehicle |
| CN101516705A (en) * | 2006-09-15 | 2009-08-26 | 丰田自动车株式会社 | Hybrid vehicle and method of controlling same |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3534271B2 (en) * | 1995-04-20 | 2004-06-07 | 株式会社エクォス・リサーチ | Hybrid vehicle |
| JP3941769B2 (en) * | 2003-10-22 | 2007-07-04 | トヨタ自動車株式会社 | POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND AUTOMOBILE |
| JP4026604B2 (en) * | 2004-02-26 | 2007-12-26 | トヨタ自動車株式会社 | Control device for vehicle drive device |
| JP2005199971A (en) * | 2004-01-19 | 2005-07-28 | Toyota Motor Corp | Automobile |
| JP4165471B2 (en) * | 2004-07-23 | 2008-10-15 | トヨタ自動車株式会社 | Vehicle power control method and power control apparatus therefor |
| JP2007009835A (en) | 2005-07-01 | 2007-01-18 | Toyota Motor Corp | Control device for internal combustion engine |
| JP4324171B2 (en) | 2006-01-31 | 2009-09-02 | トヨタ自動車株式会社 | Hybrid vehicle control device and control method, and hybrid vehicle equipped with the control device |
| JP4888154B2 (en) | 2007-02-22 | 2012-02-29 | トヨタ自動車株式会社 | Vehicle and control method thereof |
| JP2009293586A (en) * | 2008-06-09 | 2009-12-17 | Honda Motor Co Ltd | Exhaust emission control device of internal combustion engine |
| WO2014083706A1 (en) * | 2012-11-30 | 2014-06-05 | トヨタ自動車株式会社 | Hybrid vehicle control device |
| US9248830B2 (en) * | 2012-12-05 | 2016-02-02 | Toyota Jidosha Kabushiki Kaisha | Control apparatus of hybrid vehicle |
| CN104918834B (en) | 2013-01-24 | 2017-07-07 | 丰田自动车株式会社 | The control device of motor vehicle driven by mixed power |
| JP5831501B2 (en) * | 2013-06-05 | 2015-12-09 | トヨタ自動車株式会社 | Internal combustion engine |
| JP5861745B2 (en) * | 2014-06-30 | 2016-02-16 | トヨタ自動車株式会社 | Control device for internal combustion engine |
-
2013
- 2013-01-31 JP JP2014559442A patent/JP6317263B2/en not_active Expired - Fee Related
- 2013-01-31 CN CN201380069065.5A patent/CN104968548B/en not_active Expired - Fee Related
- 2013-01-31 US US14/758,846 patent/US9434376B2/en active Active
- 2013-01-31 WO PCT/JP2013/052239 patent/WO2014118950A1/en active Application Filing
- 2013-01-31 DE DE112013006556.8T patent/DE112013006556B4/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101321643A (en) * | 2004-09-21 | 2008-12-10 | 丰田自动车株式会社 | Hybrid vehicle |
| CN101516705A (en) * | 2006-09-15 | 2009-08-26 | 丰田自动车株式会社 | Hybrid vehicle and method of controlling same |
Also Published As
| Publication number | Publication date |
|---|---|
| US20150353073A1 (en) | 2015-12-10 |
| US9434376B2 (en) | 2016-09-06 |
| DE112013006556B4 (en) | 2019-01-17 |
| JPWO2014118950A1 (en) | 2017-01-26 |
| DE112013006556T5 (en) | 2015-10-15 |
| CN104968548A (en) | 2015-10-07 |
| JP6317263B2 (en) | 2018-04-25 |
| WO2014118950A1 (en) | 2014-08-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9008877B2 (en) | Hybrid vehicle and method of controlling the same | |
| CN104968548B (en) | The control device of motor vehicle driven by mixed power | |
| JP4267612B2 (en) | Drive device, automobile equipped with the same, and drive device control method | |
| US9434371B2 (en) | Control device of hybrid vehicle | |
| US8392090B2 (en) | Vehicle driving force control apparatus | |
| JP5943097B2 (en) | Control device for hybrid vehicle | |
| CN108058702B (en) | Hybrid vehicle | |
| KR100873688B1 (en) | Torque Distribution and Control Method of Hybrid Drive | |
| KR101733078B1 (en) | Control system for hybrid vehicle | |
| KR100737003B1 (en) | Method for determining optimal drive point in series and parallel hybrid car | |
| JP5610090B1 (en) | Control device for hybrid vehicle | |
| JP6464947B2 (en) | Control device for hybrid vehicle | |
| JP2008265652A (en) | Hybrid automobile and method for controlling the same | |
| US9187084B2 (en) | Hybrid vehicle | |
| JP2010202132A (en) | Hybrid car and method for controlling the same | |
| JP6268993B2 (en) | Vehicle control device | |
| WO2008068930A1 (en) | Power output device and its control method and vehicle | |
| CN113276823A (en) | Control device for hybrid vehicle | |
| JP2009184382A (en) | Hybrid vehicle and its control method | |
| US20210300318A1 (en) | Vehicle control device | |
| JP2009132170A (en) | Vehicle and control method thereof | |
| JP2020192840A (en) | Hybrid vehicle | |
| JP2013189170A (en) | Control device of hybrid vehicle and hybrid vehicle including the same, and control method of hybrid vehicle | |
| JP2012192904A (en) | Automobile | |
| JP2020012441A (en) | Control device of internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20170623 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |